A selection module selects a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine. A fueling determination module determines a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed and determines a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed. A mapping module selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.
|
10. An engine control method for a vehicle comprising:
selecting a gear ratio for a transmission, a turbine speed for a torque converter, and a first torque request for an engine;
determining a first fueling rate as a function of a first cylinder firing fraction, the first torque request, and an engine speed;
determining a second fueling rate as a function of a second cylinder firing fraction, the first torque request, and the engine speed;
selecting one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates;
storing the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the first torque request;
generating a second torque request based on at least one driver input;
determining a target cylinder firing fraction based on the second torque request and using the mapping; and
controlling activation and deactivation of cylinders of the engine based on the target firing fraction.
1. An engine control system comprising:
a selection module that selects a gear ratio for a transmission, a turbine speed for a torque converter, and a first torque request for an engine;
a fueling determination module that determines a first fueling rate as a function of a first cylinder firing fraction, the first torque request, and an engine speed and that determines a second fueling rate as a function of a second cylinder firing fraction, the first torque request, and the engine speed;
a mapping module that selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and that stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the first torque request;
a torque request module that generates a second torque request based on at least one driver input; and
a cylinder control module that determines a target cylinder firing fraction based on the second torque request and using the mapping and that controls activation and deactivation of cylinders of the engine based on the target firing fraction.
19. An engine control system comprising:
a selection module that selects a gear ratio for a transmission, a turbine speed for a torque converter, and a first torque request for an engine;
a fueling determination module that determines a first fueling rate based on a first cylinder firing fraction, the first torque request, and an engine speed and that determines a second fueling rate based on a second cylinder firing fraction, the first torque request, and the engine speed;
a mapping module that selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and that stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the first torque request;
a torque request module that generates a second torque request based on at least one driver input; and
a cylinder control module that determines a target cylinder firing fraction based on the second torque request and using the mapping and that controls activation and deactivation of cylinders of the engine based on the target firing fraction,
a slip limit module that determines a maximum torque converter clutch slip,
wherein the mapping module prevents the selection of the first cylinder firing fraction when a torque converter clutch slip is greater than the maximum torque converter clutch slip.
2. The engine control system of
3. The engine control system of
the fueling determination module determines a third fueling rate as a function of a third cylinder firing fraction, the first torque request, and the engine speed; and
the mapping module selects one of the first, second, and third cylinder firing fractions based on a comparison of the first, second, and third fueling rates and stores the selected one of the first, second, and third cylinder firing fractions in the entry of the mapping corresponding to the gear ratio, the turbine speed, and the first torque request.
4. The engine control system of
the selection module further selects a second gear ratio for the transmission, a second turbine speed for the torque converter, and a third torque request for the engine;
the fueling determination module determines a third fueling rate as a function of the first cylinder firing fraction, the third torque request, and a second engine speed and determines a fourth fueling rate as a function of the second cylinder firing fraction, the third torque request, and the second engine speed; and
the mapping module selects one of the first and second cylinder firing fractions based on a comparison of the third and fourth fueling rates and stores the selected one of the first and second cylinder firing fractions in a second entry of the mapping corresponding to the second gear ratio, the second turbine speed, and the third torque request.
5. The engine control system of
6. The engine control system of
7. The engine control system of
8. The engine control system of
wherein the mapping module prevents the selection of the first cylinder firing fraction when the torque converter clutch slip is greater than the maximum torque converter clutch slip.
9. The engine control system of
wherein the mapping module prevents the selection of the first cylinder firing fraction when the maximum torque output of the engine is less than the first torque request.
11. The engine control method of
selecting the first cylinder firing fraction when the first fueling rate is less than the second fueling rate; and
selecting the second cylinder firing fraction when the second fueling rate is less than the first fueling rate.
12. The engine control method of
determining a third fueling rate as a function of a third cylinder firing fraction, the first torque request, and the engine speed;
selecting one of the first, second, and third cylinder firing fractions based on a comparison of the first, second, and third fueling rates; and
storing the selected one of the first, second, and third cylinder firing fractions in the entry of the mapping corresponding to the gear ratio, the turbine speed, and the first torque request.
13. The engine control method of
selecting a second gear ratio for the transmission, a second turbine speed for the torque converter, and a third torque request for the engine;
determining a third fueling rate as a function of the first cylinder firing fraction, the third torque request, and a second engine speed;
determining a fourth fueling rate as a function of the second cylinder firing fraction, the third torque request, and the second engine speed;
selecting one of the first and second cylinder firing fractions based on a comparison of the third and fourth fueling rates; and
storing the selected one of the first and second cylinder firing fractions in a second entry of the mapping corresponding to the second gear ratio, the second turbine speed, and the third torque request.
14. The engine control method of
15. The engine control method of
16. The engine control method of
17. The engine control method of
determining a maximum torque converter clutch slip; and
preventing the selection of the first cylinder firing fraction when the torque converter clutch slip is greater than the maximum torque converter clutch slip.
18. The engine control method of
determining a maximum torque output of the engine based on the first cylinder firing fraction, the gear ratio, and the engine speed; and
preventing the selection of the first cylinder firing fraction when the maximum torque output of the engine is less than the first torque request.
|
|||||||||||||||||||||||||||
The present disclosure relates to internal combustion engines and more specifically to cylinder activation and deactivation control systems and methods.
The background description provided here is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.
Internal combustion engines combust an air and fuel mixture within cylinders to drive pistons, which produces drive torque. In some types of engines, air flow into the engine may be regulated via a throttle. The throttle may adjust throttle area, which increases or decreases air flow into the engine. As the throttle area increases, the air flow into the engine increases. A fuel control system adjusts the rate that fuel is injected to provide a desired air/fuel mixture to the cylinders and/or to achieve a desired torque output. Increasing the amount of air and fuel provided to the cylinders increases the torque output of the engine.
Under some circumstances, one or more cylinders of an engine may be deactivated. Deactivation of a cylinder may include deactivating opening and closing of intake valves of the cylinder and halting fueling of the cylinder. One or more cylinders may be deactivated, for example, to decrease fuel consumption when the engine can produce a requested amount of torque while the one or more cylinders are deactivated.
In a feature, a cylinder firing fraction mapping system is disclosed. A selection module selects a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine. A fueling determination module determines a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed and determines a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed. A mapping module selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.
In further features, the mapping module selects the first cylinder firing fraction when the first fueling rate is less than the second fueling rate and selects the second cylinder firing fraction when the second fueling rate is less than the first fueling rate.
In still further features: the fueling determination module determines a third fueling rate based on a third cylinder firing fraction, the torque request, and the engine speed; and the mapping module selects one of the first, second, and third cylinder firing fractions based on a comparison of the first, second, and third fueling rates and stores the selected one of the first, second, and third cylinder firing fractions in the entry of the mapping corresponding to the gear ratio, the turbine speed, and the torque request.
In yet further features: the selection module further selects a second gear ratio for the transmission, a second turbine speed for the torque converter, and a second torque request for the engine; the fueling determination module determines a third fueling rate based on the first cylinder firing fraction, the second torque request, and a second engine speed and determines a fourth fueling rate based on the second cylinder firing fraction, the second torque request, and the second engine speed; and the mapping module selects one of the first and second cylinder firing fractions based on a comparison of the third and fourth fueling rates and stores the selected one of the first and second cylinder firing fractions in a second entry of the mapping corresponding to the second gear ratio, the second turbine speed, and the second torque request.
In still further features, an engine speed module determines the engine speed based on the turbine speed and a state of a torque converter clutch.
In yet further features, when the torque converter clutch is disengaged, the engine speed module determines the engine speed based on the torque request, a k-factor of the torque converter, and the turbine speed.
In further features, when the torque converter clutch is engaged, the engine speed module determines the engine speed based on the turbine speed and a torque converter clutch slip.
In still further features, a slip limit module determines a maximum torque converter clutch slip, and the mapping module prevents the selection of the first cylinder firing fraction when the torque converter clutch slip is greater than the maximum torque converter clutch slip.
In yet further features, a torque limit module determines a maximum torque output of the engine based on the first cylinder firing fraction, the gear ratio, and the engine speed, and the mapping module prevents the selection of the first cylinder firing fraction when the maximum torque output of the engine is less than the torque request.
In further features, an engine control system for a vehicle includes: the mapping; a torque request module that generates a torque request based on at least one driver input; and a cylinder control module that determines a target cylinder firing fraction based on the torque request and using the mapping and that controls activation and deactivation of cylinders of the engine based on the target firing fraction.
In a feature, a cylinder firing fraction mapping method is disclosed. The cylinder firing fraction mapping method includes: selecting a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine; determining a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed; determining a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed; selecting one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates; and storing the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.
In further features, the method further includes: selecting the first cylinder firing fraction when the first fueling rate is less than the second fueling rate; and selecting the second cylinder firing fraction when the second fueling rate is less than the first fueling rate.
In yet further features, the method further includes: determining a third fueling rate based on a third cylinder firing fraction, the torque request, and the engine speed; selecting one of the first, second, and third cylinder firing fractions based on a comparison of the first, second, and third fueling rates; and storing the selected one of the first, second, and third cylinder firing fractions in the entry of the mapping corresponding to the gear ratio, the turbine speed, and the torque request.
In still further features, the method further includes: selecting a second gear ratio for the transmission, a second turbine speed for the torque converter, and a second torque request for the engine; determining a third fueling rate based on the first cylinder firing fraction, the second torque request, and a second engine speed; determining a fourth fueling rate based on the second cylinder firing fraction, the second torque request, and the second engine speed; selecting one of the first and second cylinder firing fractions based on a comparison of the third and fourth fueling rates; and storing the selected one of the first and second cylinder firing fractions in a second entry of the mapping corresponding to the second gear ratio, the second turbine speed, and the second torque request.
In further features, the method further includes determining the engine speed based on the turbine speed and a state of a torque converter clutch.
In still further features, the method further includes, when the torque converter clutch is disengaged, determining the engine speed based on the torque request, a k-factor of the torque converter, and the turbine speed.
In yet further features, the method further includes, when the torque converter clutch is engaged, determining the engine speed based on the turbine speed and a torque converter clutch slip.
In further features, the method further includes: determining a maximum torque converter clutch slip; and preventing the selection of the first cylinder firing fraction when the torque converter clutch slip is greater than the maximum torque converter clutch slip.
In still further features, the method further includes: determining a maximum torque output of the engine based on the first cylinder firing fraction, the gear ratio, and the engine speed; and preventing the selection of the first cylinder firing fraction when the maximum torque output of the engine is less than the torque request.
In further features, an engine control method for a vehicle includes: the mapping; generating a torque request based on at least one driver input; determining a target cylinder firing fraction based on the torque request and using the mapping; and controlling activation and deactivation of cylinders of the engine based on the target firing fraction.
Further areas of applicability of the present disclosure will become apparent from the detailed description, the claims and the drawings. The detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.
The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:
In the drawings, reference numbers may be reused to identify similar and/or identical elements.
Internal combustion engines combust an air and fuel mixture within cylinders to generate torque. Under some circumstances, an engine control module (ECM) may deactivate one or more cylinders of the engine. The ECM may deactivate one or more cylinders, for example, to decrease fuel consumption.
The ECM determines a target firing fraction for the cylinders of the engine using a mapping of engine torque request, gear ratio, and engine speed to target firing fraction. A numerator of the target firing fraction may indicate how many cylinders to activate during the next X number of cylinders in a firing order of the cylinders, where X is the denominator of the target firing fraction. The ECM controls activation and deactivation of one or more cylinders of the engine based on the target firing fraction.
A mapping generation module generates the mapping of engine torque request, gear ratio, and turbine speed to target firing fraction. More specifically, for a given engine torque request, gear ratio, and engine speed, the mapping generation module determines fueling rates for a plurality of different possible firing fractions, respectively. The mapping generation module selects the possible firing fraction having the lowest fueling rate and indexes the selected possible firing fraction in the mapping in according to the given engine torque request, gear ratio, and turbine speed.
The mapping generation module identifies and stores the possible firing fraction having the lowest fueling rate for each possible combination of engine torque request, gear ratio, and turbine speed. The mapping generation module may also prevent the selection of possible firing fractions that would not achieve the engine torque request or that would produce torque converter clutch slip that is greater than a predetermined value. The mapping can be used by the ECM, as discussed above, to determine the target firing fraction and to control cylinder activation and deactivation.
Referring now to
Air from the intake manifold 110 is drawn into cylinders of the engine 102. While the engine 102 includes multiple cylinders, for illustration purposes a single representative cylinder 118 is shown. For example only, the engine 102 may include 2, 3, 4, 5, 6, 8, 10, and/or 12 cylinders. The ECM 114 may instruct a cylinder actuator module 120 to selectively deactivate some of the cylinders under some circumstances, as discussed further below, which may improve fuel efficiency.
The engine 102 may operate using a four-stroke cycle or another suitable engine cycle. The four strokes of a four-stroke cycle, described below, will be referred to as the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur within the cylinder 118. Therefore, two crankshaft revolutions are necessary for the cylinder 118 to experience all four of the strokes. For four-stroke engines, one engine cycle may correspond to two crankshaft revolutions.
When the cylinder 118 is activated, air from the intake manifold 110 is drawn into the cylinder 118 through an intake valve 122 during the intake stroke. The ECM 114 controls a fuel actuator module 124, which regulates fuel injection to achieve a desired air/fuel ratio. Fuel may be injected into the intake manifold 110 at a central location or at multiple locations, such as near the intake valve 122 of each of the cylinders. In various implementations (not shown), fuel may be injected directly into the cylinders or into mixing chambers/ports associated with the cylinders. The fuel actuator module 124 may halt injection of fuel to cylinders that are deactivated.
The injected fuel mixes with air and creates an air/fuel mixture in the cylinder 118. During the compression stroke, a piston (not shown) within the cylinder 118 compresses the air/fuel mixture. The engine 102 may be a compression-ignition engine, in which case compression causes ignition of the air/fuel mixture. Alternatively, the engine 102 may be a spark-ignition engine, in which case a spark actuator module 126 energizes a spark plug 128 in the cylinder 118 based on a signal from the ECM 114, which ignites the air/fuel mixture. Some types of engines, such as homogenous charge compression ignition (HCCI) engines may perform both compression ignition and spark ignition. The timing of the spark may be specified relative to the time when the piston is at its topmost position, which will be referred to as top dead center (TDC).
The spark actuator module 126 may be controlled by a timing signal specifying how far before or after TDC to generate the spark. Because piston position is directly related to crankshaft rotation, operation of the spark actuator module 126 may be synchronized with the position of the crankshaft. The spark actuator module 126 may halt provision of spark to deactivated cylinders or provide spark to deactivated cylinders.
During the combustion stroke, the combustion of the air/fuel mixture drives the piston down, thereby driving the crankshaft. The combustion stroke may be defined as the time between the piston reaching TDC and the time at which the piston returns to a bottom most position, which will be referred to as bottom dead center (BDC).
During the exhaust stroke, the piston begins moving up from BDC and expels the byproducts of combustion through an exhaust valve 130. The byproducts of combustion are exhausted from the vehicle via an exhaust system 134.
The intake valve 122 may be controlled by an intake camshaft 140, while the exhaust valve 130 may be controlled by an exhaust camshaft 142. In various implementations, multiple intake camshafts (including the intake camshaft 140) may control multiple intake valves (including the intake valve 122) for the cylinder 118 and/or may control the intake valves (including the intake valve 122) of multiple banks of cylinders (including the cylinder 118). Similarly, multiple exhaust camshafts (including the exhaust camshaft 142) may control multiple exhaust valves for the cylinder 118 and/or may control exhaust valves (including the exhaust valve 130) for multiple banks of cylinders (including the cylinder 118). While camshaft based valve actuation is shown and has been discussed, camless valve actuators may be implemented.
The cylinder actuator module 120 may deactivate the cylinder 118 by disabling opening of the intake valve 122 and/or the exhaust valve 130. The time at which the intake valve 122 is opened may be varied with respect to piston TDC by an intake cam phaser 148. The time at which the exhaust valve 130 is opened may be varied with respect to piston TDC by an exhaust cam phaser 150. A phaser actuator module 158 may control the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114. When implemented, variable valve lift (not shown) may also be controlled by the phaser actuator module 158. In various other implementations, the intake valve 122 and/or the exhaust valve 130 may be controlled by actuators other than a camshaft, such as electromechanical actuators, electrohydraulic actuators, electromagnetic actuators, etc.
The engine system 100 may include a boost device that provides pressurized air to the intake manifold 110. For example,
A wastegate 162 may allow exhaust to bypass the turbine 160-1, thereby reducing the boost (the amount of intake air compression) of the turbocharger. The ECM 114 may control the turbocharger via a boost actuator module 164. The boost actuator module 164 may modulate the boost of the turbocharger by controlling the position of the wastegate 162. In various implementations, multiple turbochargers may be controlled by the boost actuator module 164. The turbocharger may have variable geometry, which may be controlled by the boost actuator module 164.
An intercooler (not shown) may dissipate some of the heat contained in the compressed air charge, which is generated as the air is compressed. Although shown separated for purposes of illustration, the turbine 160-1 and the compressor 160-2 may be mechanically linked to each other, placing intake air in close proximity to hot exhaust. The compressed air charge may absorb heat from components of the exhaust system 134.
The engine system 100 may include an exhaust gas recirculation (EGR) valve 170, which selectively redirects exhaust gas back to the intake manifold 110. The EGR valve 170 may be located upstream of the turbocharger's turbine 160-1. The EGR valve 170 may be controlled by an EGR actuator module 172.
Crankshaft position may be measured using a crankshaft position sensor 180. An engine speed may be determined based on the crankshaft position measured using the crankshaft position sensor 180. A temperature of engine coolant may be measured using an engine coolant temperature (ECT) sensor 182. The ECT sensor 182 may be located within the engine 102 or at other locations where the coolant is circulated, such as a radiator (not shown).
A pressure within the intake manifold 110 may be measured using a manifold absolute pressure (MAP) sensor 184. In various implementations, engine vacuum, which is the difference between ambient air pressure and the pressure within the intake manifold 110, may be measured. A mass flow rate of air flowing into the intake manifold 110 may be measured using a mass air flow (MAF) sensor 186. In various implementations, the MAF sensor 186 may be located in a housing that also includes the throttle valve 112.
Position of the throttle valve 112 may be measured using one or more throttle position sensors (TPS) 190. A temperature of air being drawn into the engine 102 may be measured using an intake air temperature (IAT) sensor 192. The engine 102 outputs torque to a transmission via a torque converter. The torque converter includes an impeller, a turbine, and a torque converter clutch (TCC). The engine 102 drives the impeller. The turbine is coupled a transmission input shaft. Hydraulic fluid pumped to the turbine by the impeller drives the turbine. The TCC couples and decouples the turbine to and from the impeller. A turbine speed may be measured using a turbine speed sensor 197.
The engine system 100 may also include one or more other sensors 193. The ECM 114 may use signals from the sensors to make control decisions for the engine system 100.
The ECM 114 may communicate with a transmission control module 194 to coordinate shifting gears in the transmission. For example, the ECM 114 may reduce engine torque during a gear shift. Torque is transferred between the transmission input shaft and a transmission output shaft via the gears.
Torque is transferred between the transmission output shaft and wheels of the vehicle via one or more differentials, driveshafts, etc. The engine 102, the transmission, the differential(s), driveshafts, and other torque transferring or creating components make up a powertrain of the vehicle.
The ECM 114 may communicate with a hybrid control module 196 to coordinate operation of the engine 102 and an electric motor 198. The electric motor 198 may also function as a generator, and may be used to produce electrical energy for use by vehicle electrical systems and/or for storage in a battery. While only the electric motor 198 is shown and discussed, multiple electric motors may be implemented. In various implementations, various functions of the ECM 114, the transmission control module 194, and the hybrid control module 196 may be integrated into one or more modules.
Each system that varies an engine parameter may be referred to as an engine actuator. Each engine actuator has an associated actuator value. For example, the throttle actuator module 116 may be referred to as an engine actuator, and the throttle opening area may be referred to as the actuator value. In the example of
The spark actuator module 126 may also be referred to as an engine actuator, while the corresponding actuator value may be the amount of spark advance relative to cylinder TDC. Other engine actuators may include the cylinder actuator module 120, the fuel actuator module 124, the phaser actuator module 158, the boost actuator module 164, and the EGR actuator module 172. For these engine actuators, the actuator values may correspond to a cylinder activation/deactivation sequence, fueling rate, intake and exhaust cam phaser angles, boost pressure, and EGR valve opening area, respectively. The ECM 114 may control the actuator values in order to cause the engine 102 to generate a requested engine output torque.
Referring now to
One or more engine actuators are controlled based on the torque request 208 and/or one or more other parameters. For example, a throttle control module 216 may determine a target throttle opening 220 based on the torque request 208. The throttle actuator module 116 may adjust opening of the throttle valve 112 based on the target throttle opening 220.
A spark control module 224 determines a target spark timing 228 based on the torque request 208. The spark actuator module 126 generates spark based on the target spark timing 228. A fuel control module 232 determines one or more target fueling parameters 236 based on the torque request 208. For example, the target fueling parameters 236 may include fuel injection amount, number of fuel injections for injecting the amount, and timing for each of the injections. The fuel actuator module 124 injects fuel based on the target fueling parameters 236.
A phaser control module 237 determines target intake and exhaust cam phaser angles 238 and 239 based on the torque request 208. The phaser actuator module 158 may regulate the intake and exhaust cam phasers 148 and 150 based on the target intake and exhaust cam phaser angles 238 and 239, respectively. A boost control module 240 may determine a target boost 242 based on the torque request 208. The boost actuator module 164 may control boost output by the boost device(s) based on the target boost 242.
A cylinder control module 244 generates a firing command 248 for a next cylinder in a predetermined firing order of the cylinders (“the next cylinder”). The firing command 248 indicates whether the next cylinder should be activated or deactivated. For example only, the cylinder control module 244 may set the firing command 248 to a first state (e.g., 1) when the next cylinder should be activated and set the firing command 248 to a second state (e.g., 0) when the next cylinder should be deactivated. While the firing command 248 is and will be discussed with respect to the next cylinder in the predetermined firing order, the firing command 248 may be generated for a second cylinder immediately following the next cylinder in the predetermined firing order, a third cylinder immediately following the second cylinder in the predetermined firing order, or another cylinder following the next cylinder in the predetermined firing order.
The cylinder actuator module 120 deactivates the intake and exhaust valves of the next cylinder when the firing command 248 indicates that the next cylinder should be deactivated. The cylinder actuator module 120 allows opening and closing of the intake and exhaust valves of the next cylinder when the firing command 248 indicates that the next cylinder should be activated.
The fuel control module 232 halts fueling of the next cylinder when the firing command 248 indicates that the next cylinder should be deactivated. The fuel control module 232 sets the target fueling parameters 236 to provide fuel to the next cylinder when the firing command 248 indicates that the next cylinder should be activated. The spark control module 224 may provide spark to the next cylinder when the firing command 248 indicates that the next cylinder should be activated. The spark control module 224 may provide or halt spark to the next cylinder when the firing command 248 indicates that the next cylinder should be deactivated. Cylinder deactivation is different than fuel cutoff (e.g., deceleration fuel cutoff) in that the intake and exhaust valves of cylinders to which fueling is halted during fuel cutoff are still opened and closed during fuel cutoff whereas the intake and exhaust valves of cylinders are maintained closed when those cylinders are deactivated.
The cylinder control module 244 determines the firing command 248 based on a target firing fraction. The cylinder control module 244 may determine the firing command 248 further based on whether one or more cylinders before the next cylinder in the predetermined firing order were activated or deactivated.
The cylinder control module 244 determines the target firing fraction based on the torque request 208, a current gear ratio 252 of the transmission, and a turbine speed 256. The transmission control module 194 may communicate the current gear ratio 252 to the ECM 114, or the current gear ratio 252 may be determined based on one or more other parameters, such as a ratio of a transmission input shaft speed to a transmission output shaft speed. In various implementations, a current gear ratio of the powertrain of the vehicle may be used. The turbine speed 256 may be measured using the turbine speed sensor 197.
The cylinder control module 244 determines the target firing fraction using a firing fraction mapping 260. The firing fraction mapping 260 includes mapping (e.g., look up table) that relates the torque request 208, the current gear ratio 252, and the turbine speed 256 to the target firing fraction. As discussed further below, the values of the firing fraction mapping 260 are calibrated to minimize fueling.
The target firing fraction corresponds to a target number of cylinders to be activated out of the next N cylinders in the predetermined firing order of the cylinders. N is an integer that is greater than or equal to the target number of cylinders. For example, the target firing fraction may be a fraction between 0 and 1, inclusive. A target firing fraction of 0 corresponds to all of the cylinders of the engine 102 being deactivated (and 0 being activated), and a target firing fraction of 1 corresponds to all of the cylinders of the engine 102 being activated (and 0 being deactivated).
The cylinder control module 244 may generate the firing command 248 based on the target firing fraction, for example, using one or more functions and/or mappings that relate the target firing fraction to the firing command 248. Examples for setting the firing command 248 based on the target firing fraction can be found in U.S. patent application Ser. No. 13/798,400, filed on Mar. 13, 2013, which is incorporated herein in its entirety. As discussed above, cylinders are activated and deactivated based on the firing command 248.
The mapping generation module 304 a selection module 312, an engine speed module 316, a firing fraction selection module 320, a torque limit determination module 324, a slip limit determination module 326, a fueling determination module 328, and a mapping module 332. Operation of the mapping generation module 304 will be discussed in conjunction with
Referring now to
At 412, the mapping generation module 304 determines whether the TCC is disengaged for the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344. If 412 is false, control continues with
At 416, the engine speed module 316 determines an engine speed 348. The engine speed module 316 determines the engine speed 348 at 416 based on a turbine speed 352, the selected torque request 336, and a predetermined k-factor of the torque converter. For example only, the engine speed module 316 may determine the engine speed 348 using a function or a mapping that relates the turbine speed 352, the selected torque request 336, and the k-factor to the engine speed 348. The turbine speed 352 may be, for example, measured using a sensor or estimated based on one or more other parameters.
The firing fraction selection module 320 sets a variable i equal to 1 at 420. At 424, the firing fraction selection module 320 selects an i-th possible firing fraction for the cylinders. The possible firing fractions are predetermined and may include, for example, 0 (or 0/0), 1/9, ⅛, 1/7, ⅙, ⅕, 2/9, ¼, 2/7, ⅓. ⅜, ⅖, 3/7, 4/9, ½, 5/9, 4/7, ⅗, ⅝, ⅔, 5/7, ¾, 7/9, ⅘, ⅚, 6/7, ⅞, 8/9, 1 (or 1/1), and/or one or more other suitable firing fractions. For example the possible firing fraction of 1/9 may correspond to 1 activated cylinder over the next 9 cylinders in the predetermined firing order. The numerator of a firing fraction corresponds to how many cylinders should be activated, and the denominator of a firing fraction corresponds to a total number of cylinders over which those cylinders should be activated. The selected one of the possible firing fractions is indicated by 356.
At 428, the torque limit determination module 324 determines a torque limit 360 based on the selected gear ratio 340, the engine speed 348, and the selected firing fraction 356. The torque limit 360 may correspond to a maximum torque that the engine 102 can produce using the selected firing fraction 356 at the selected gear ratio 340 and the engine speed 348. The torque limit determination module 324 may determine the torque limit 360 using a function or a mapping that relates the selected firing fraction 356, the selected gear ratio 340, and the engine speed 348 to the torque limit 360.
At 432, the mapping module 332 determines whether the torque limit 360 is less than the selected torque request 336. If 432 is true, the selected firing fraction 356 will be unable to achieve the selected torque request 336. Thus, the mapping module 332 does not consider the selected firing fraction 356, and control transfers to 440. If 432 is false, control continues with 436.
The fueling determination module 328 determines a fueling rate 364 at 436. The fueling determination module 328 determines the fueling rate 364 based on the selected firing fraction 356, the engine speed 348, the selected torque request 336, and the selected gear ratio 340. The fueling determination module 328 may determine the fueling rate 364 using a function or a mapping that relates the selected firing fraction 356, the selected gear ratio 340, the engine speed 348, and the selected torque request 336 to the fueling rate 364. Control continues with 440.
At 440, the mapping module 332 determines whether i is greater than N. N is a first predetermined value that is set to the total number of possible firing fractions. If 440 is true, control continues with 448. If 440 is false, the mapping module 332 increments i at 444, and control returns to 424 for selection of another one of the possible firing fractions.
At 448, once each of the possible firing fractions has been selected, the mapping module 332 selects the one of the possible firing fractions that produced the lowest value of the fueling rate 364. The mapping module 332 stores the one of the possible firing fractions that produced the lowest value of the fueling rate 364 in the firing fraction mapping 308 for the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344. In this manner, the one of the possible firing fractions that produced the lowest value of the fueling rate 364 will be selected and used to generate the firing command 248 when the torque request 208, the current gear ratio 252, and the turbine speed 256 are the same as the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344.
At 452, the selection module 312 determines whether j is greater than M. M is a second predetermined value that is set to the total number of possible sets of torque request, gear ratio, and turbine speed. In this manner, each of the possible fueling fractions is tested for each possible set of torque request, gear ratio, and turbine speed. The fueling fraction having the lowest fueling rate is stored in the firing fraction mapping 308 for each set of torque request, gear ratio, and turbine speed. If 452 is true, control may end. If 452 is false, the selection module 312 increments j at 456, and control returns to 408 for selection of another one of the possible sets of torque request, gear ratio, and turbine speed.
Referring now to
The engine speed module 316 determines the TCC slip based on the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344. For example, the engine speed module 316 may determine the TCC slip using a function or a mapping that relates the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344.
The firing fraction selection module 320 sets the variable i equal to 1 at 468. At 472, the firing fraction selection module 320 selects the i-th possible firing fraction for the cylinders. At 476, the torque limit determination module 324 determines the torque limit 360 based on the selected gear ratio 340, the engine speed 348, and the selected firing fraction 356, as described above.
At 480, the mapping module 332 determines whether the torque limit 360 is less than the selected torque request 336. If 480 is true, the selected firing fraction 356 will be unable to achieve the selected torque request 336. Thus, the mapping module 332 does not consider the selected firing fraction 356, and control transfers to 496. If 480 is false, control continue with 484.
The slip limit determination module 326 determines one or more TCC slip limits 368 at 484. For example, the slip limit determination module 326 may determine a first TCC slip limit for corresponding to a maximum allowable level of noise, vibration, and harshness (NVH) and/or a second TCC slip limit corresponding to maximizing durability of the TCC. The slip limit determination module 326 may determine the second TCC slip limit, for example, based on the engine speed 348, the selected torque request 336, and/or one or more other suitable parameters. The slip limit determination module 326 may determine the first TCC slip limit, for example, based on the selected firing fraction 356, the engine speed 348, the selected torque request 336, and/or one or more other suitable parameters. The slip limit determination module 326 may determine the first and second TCC slip limits using one or more functions and/or mappings. Control continues with 488.
At 488, the mapping module 332 determines whether the TCC slip is less than the first and second TCC slip limits. If 488 is true, control continues with 492. If 488 is false, the mapping module 332 does not consider the selected firing fraction 356, and control transfers to 496.
The fueling determination module 328 determines the fueling rate 364 at 492. The fueling determination module 328 determines the fueling rate 364 based on the selected firing fraction 356, the engine speed 348, the selected torque request 336, and the selected gear ratio 340. The fueling determination module 328 may determine the fueling rate 364 using a function or a mapping that relates the selected firing fraction 356, the selected gear ratio 340, the engine speed 348, and the selected torque request 336 to the fueling rate 364. Control continues with 496.
At 496, the mapping module 332 determines whether i is greater than N. As described above, N is set to the total number of possible firing fractions. If 496 is true, control continues with 504. If 496 is false, the mapping module 332 increments i at 500, and control returns to 472 for selection of another one of the possible firing fractions.
At 504, the mapping module 332 selects the one of the possible firing fractions that produced the lowest value of the fueling rate 364. The mapping module 332 stores the one of the possible firing fractions that produced the lowest value of the fueling rate 364 in the firing fraction mapping 308 for the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344. In this manner, the one of the possible firing fractions that produced the lowest value of the fueling rate 364 will be selected and used when the torque request 208, the current gear ratio 252, and the turbine speed 256 are the same as the selected torque request 336, the selected gear ratio 340, and the selected turbine speed 344. Control transfers to 452 of
Once complete, the firing fraction mapping 308 can be stored (e.g., in memory) of the ECM 114 as the firing fraction mapping 260. The cylinder control module 244 determines the target firing fraction using the firing fraction mapping 260 and generates the firing command 248 based on the target firing fraction.
The foregoing description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification, and the following claims. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical OR. It should be understood that one or more steps within a method may be executed in different order (or concurrently) without altering the principles of the present disclosure.
In this application, including the definitions below, the term module may be replaced with the term circuit. The term module may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC); a digital, analog, or mixed analog/digital discrete circuit; a digital, analog, or mixed analog/digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; memory (shared, dedicated, or group) that stores code executed by a processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip.
The term code, as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, and/or objects. The term shared processor encompasses a single processor that executes some or all code from multiple modules. The term group processor encompasses a processor that, in combination with additional processors, executes some or all code from one or more modules. The term shared memory encompasses a single memory that stores some or all code from multiple modules. The term group memory encompasses a memory that, in combination with additional memories, stores some or all code from one or more modules. The term memory may be a subset of the term computer-readable medium. The term computer-readable medium does not encompass transitory electrical and electromagnetic signals propagating through a medium, and may therefore be considered tangible and non-transitory. Non-limiting examples of a non-transitory tangible computer readable medium include nonvolatile memory, volatile memory, magnetic storage, and optical storage.
The apparatuses and methods described in this application may be partially or fully implemented by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions that are stored on at least one non-transitory tangible computer readable medium. The computer programs may also include and/or rely on stored data.
| Patent | Priority | Assignee | Title |
| 10883431, | Sep 21 2018 | GM Global Technology Operations LLC | Managing torque delivery during dynamic fuel management transitions |
| 11073123, | Jul 13 2016 | WALBRO LLC | Controlling a light-duty combustion engine |
| 11383696, | Jun 12 2019 | GM Global Technology Operations LLC | Method and apparatus for controlling a powertrain system |
| 11905899, | Aug 26 2021 | FCA US LLC | Smart firing pattern selection for skip fire capable engines |
| 9903283, | Aug 24 2016 | GM Global Technology Operations LLC | Method to optimize engine operation using active fuel management |
| Patent | Priority | Assignee | Title |
| 3596640, | |||
| 4129034, | Apr 19 1971 | CATERPILLAR INC , A CORP OF DE | Method and apparatus for checking engine performance |
| 4172434, | Jan 06 1978 | Internal combustion engine | |
| 4377997, | Oct 11 1979 | Brunswick Corporation | Ignition timing and detonation controller for internal combustion engine ignition system |
| 4434767, | Dec 24 1980 | Nippon Soken, Inc. | Output control system for multicylinder internal combustion engine |
| 4489695, | Feb 04 1981 | Nippon Soken, Inc. | Method and system for output control of internal combustion engine |
| 4509488, | Jul 23 1981 | Daimler-Benz Aktiengesellschaft | Process and apparatus for intermittent control of a cyclically operating internal combustion engine |
| 4535744, | Feb 10 1982 | Nissan Motor Company, Limited | Fuel cut-supply control system for multiple-cylinder internal combustion engine |
| 4770148, | Jan 10 1986 | Honda Giken Kogyo Kabushiki Kaisha | Method of controlling operation of internal combustion engines in dependence upon intake air temperature |
| 4887216, | Sep 03 1986 | Hitachi, Ltd. | Method of engine control timed to engine revolution |
| 4974563, | May 23 1988 | Toyota Jidosha Kabushiki Kaisha | Apparatus for estimating intake air amount |
| 4987888, | Apr 08 1987 | Hitachi, Ltd. | Method of controlling fuel supply to engine by prediction calculation |
| 5042444, | Mar 07 1990 | CUMMINS ENGINE IP, INC | Device and method for altering the acoustic signature of an internal combustion engine |
| 5094213, | Feb 12 1991 | GM Global Technology Operations, Inc | Method for predicting R-step ahead engine state measurements |
| 5226513, | Nov 27 1990 | NISSAN MOTOR CO , LTD | Torque converter lockup clutch control apparatus |
| 5278760, | Apr 20 1990 | HITACHI AMERICA, LTD , A CORP OF NY | Method and system for detecting the misfire of an internal combustion engine utilizing engine torque nonuniformity |
| 5357932, | Apr 08 1993 | FORD GLOBAL TECHNOLOGIES, INC A MICHIGAN CORPORATION | Fuel control method and system for engine with variable cam timing |
| 5374224, | Dec 23 1993 | FORD GLOBAL TECHNOLOGIES, INC A MICHIGAN CORPORATION | System and method for controlling the transient torque output of a variable displacement internal combustion engine |
| 5377631, | Sep 20 1993 | FORD GLOBAL TECHNOLOGIES, INC A MICHIGAN CORPORATION | Skip-cycle strategies for four cycle engine |
| 5423208, | Nov 22 1993 | GM Global Technology Operations LLC | Air dynamics state characterization |
| 5465617, | Mar 25 1994 | GM Global Technology Operations LLC | Internal combustion engine control |
| 5496227, | Apr 18 1990 | Hitachi, LTD | Torque control method and apparatus for internal combustion engine and motor vehicles employing the same |
| 5540633, | Sep 16 1993 | Toyota Jidosha Kabushiki Kaisha | Control device for variable displacement engine |
| 5553575, | Jun 16 1995 | CLEAN AIR POWER, INC | Lambda control by skip fire of unthrottled gas fueled engines |
| 5584266, | Oct 18 1994 | Sanshin Kogyo Kabushiki Kaisha | Fuel control for multi-cylinder engine |
| 5669354, | Apr 18 1996 | GM Global Technology Operations LLC | Active driveline damping |
| 5692471, | Mar 07 1994 | Robert Bosch GmbH | Method and arrangement for controlling a vehicle |
| 5720257, | Oct 18 1994 | Sanshin Kogyo Kabushiki Kaisha | Multiple cylinder engine management system |
| 5813383, | Sep 04 1996 | Variable displacement diesel engine | |
| 5884605, | Sep 10 1996 | Nissan Motor Co., Ltd. | Controller and control method for engine ignition timing |
| 5909720, | Jul 18 1996 | Toyota Jidosha Kabushiki Kaisha | Driving system with engine starting control |
| 5931140, | May 22 1997 | General Motors Corporation | Internal combustion engine thermal state model |
| 5934263, | Jul 09 1997 | Ford Global Technologies, Inc | Internal combustion engine with camshaft phase shifting and internal EGR |
| 5941927, | Sep 17 1997 | Robert Bosch GmbH | Method and apparatus for determining the gas temperature in an internal combustion engine |
| 5975052, | Jan 26 1998 | Fuel efficient valve control | |
| 5983867, | Oct 23 1997 | Robert Bosch GmbH | Device and method for controlling the amount of fuel supplied to an internal combustion engine |
| 6125812, | Dec 17 1996 | Dudley Frank | Fuel injection split engine |
| 6158411, | Jun 22 1995 | Fuji Jukogyo Kabushiki Kaisha | Control system for two cycle direct injection engine and the method thereof |
| 6244242, | Oct 18 1999 | Ford Global Technologies, Inc. | Direct injection engine system and method |
| 6247449, | Dec 22 1995 | AB Volvo | Method for reducing vibration in a vehicle and a device for accomplishment of the method |
| 6272427, | Sep 11 1997 | Robert Bosch GmbH | Method and device for controlling an internal combustion engine in accordance with operating parameters |
| 6286366, | Nov 11 1998 | FCA US LLC | Method of determining the engine charge temperature for fuel and spark control of an internal combustion engine |
| 6295500, | Mar 21 2000 | Ford Global Technologies, Inc. | Powertrain control system for a vehicle utilizing vehicle acceleration |
| 6332446, | May 21 1999 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine having solenoid-operated valves and control method |
| 6334425, | Apr 28 1999 | Honda Giken Kogyo Kabushiki Kaisha | Air/fuel ratio control system for internal combustion engine |
| 6355986, | Apr 06 1998 | Onan Corporation | Generator set control apparatus and method to avoid vehicle resonances |
| 6360724, | May 18 2000 | Woodward Governor Company | Method and apparatus for controlling the power output of a homogenous charge internal combustion engine |
| 6363316, | May 13 2000 | FORD MOTOR COMPANY, A DELAWARE CORPORATION | Cylinder air charge estimation using observer-based adaptive control |
| 6371075, | Jan 08 1999 | Siemens Aktiengesellschaft | Method for reactivating a cylinder of a multicylinder internal combustion engine |
| 6385521, | Feb 16 1999 | Toyota Jidosha Kabushiki Kaisha | Vehicle vibration restraining apparatus and method |
| 6408625, | Jan 21 1999 | Cummins Engine Company, Inc | Operating techniques for internal combustion engines |
| 6520140, | May 24 2000 | Robert Bosch GmbH | Method of operating an internal combustion engine |
| 6546912, | Mar 02 2001 | Cummins Engine Company, Inc. | On-line individual fuel injector diagnostics from instantaneous engine speed measurements |
| 6619258, | Jan 15 2002 | Delphi Technologies, Inc | System for controllably disabling cylinders in an internal combustion engine |
| 6622548, | Jun 11 2002 | GM Global Technology Operations LLC | Methods and apparatus for estimating gas temperatures within a vehicle engine |
| 6694806, | Sep 18 2001 | Miyama, Inc. | Vehicle state analysis system and its analysis method |
| 6754577, | Nov 20 2001 | Robert Bosch GmbH | Method and control apparatus for operating an internal combustion engine |
| 6760656, | May 17 2002 | GM Global Technology Operations LLC | Airflow estimation for engines with displacement on demand |
| 6850831, | Nov 07 2002 | Ford Global Technologies, LLC | Method and system for estimating cylinder charge for internal combustion engines having variable valve timing |
| 6909961, | Jun 15 2001 | Robert Bosch GmbH | Method and device for measuring a temperature variable in a mass flow pipe |
| 6978204, | Mar 05 2004 | Ford Global Technologies, LLC | Engine system and method with cylinder deactivation |
| 6980902, | Oct 29 2003 | Nissan Motor Co., Ltd. | Estimation of intake gas temperature in internal combustion engine |
| 6981492, | Sep 26 2003 | Daimler AG | Method for determining an exhaust gas recirculation amount |
| 6983737, | Dec 04 2001 | Robert Bosch GmbH | Method, computer program and control and/or regulating device for operating an internal combustion engine |
| 7003390, | Sep 19 2003 | Toyota Jidosha Kabushiki Kaisha | Control device of internal combustion engine |
| 7024301, | Jan 14 2005 | DELPHI TECHNOLOGIES IP LIMITED | Method and apparatus to control fuel metering in an internal combustion engine |
| 7028661, | Feb 24 2005 | FCA US LLC | Method and code for controlling temperature of engine component associated with deactivatable cylinder |
| 7032545, | Mar 19 2004 | Ford Global Technologies, LLC | Multi-stroke cylinder operation in an internal combustion engine |
| 7032581, | Mar 19 2004 | Ford Global Technologies, LLC | Engine air-fuel control for an engine with valves that may be deactivated |
| 7044101, | Feb 24 2005 | FCA US LLC | Method and code for controlling reactivation of deactivatable cylinder using torque error integration |
| 7063062, | Mar 19 2004 | Ford Global Technologies, LLC | Valve selection for an engine operating in a multi-stroke cylinder mode |
| 7066121, | Mar 19 2004 | Ford Global Technologies, LLC | Cylinder and valve mode control for an engine with valves that may be deactivated |
| 7066136, | Mar 10 2004 | Toyota Jidosha Kabushiki Kaisha | Output control system for internal combustion engine |
| 7069718, | Jun 04 2002 | Ford Global Technologies, LLC | Engine system and method for injector cut-out operation with improved exhaust heating |
| 7069773, | Apr 23 2004 | GM Global Technology Operations LLC | Manifold air flow (MAF) and manifold absolute pressure (MAP) residual electronic throttle control (ETC) security |
| 7086386, | Mar 05 2004 | Ford Global Technologies, LLC | Engine system and method accounting for engine misfire |
| 7100720, | Mar 15 2002 | Honda Giken Kogyo Kabushiki Kaish | Driving power control devices for hybrid vehicle |
| 7111612, | Mar 19 2004 | Ford Global Technologies, LLC | Cylinder and valve mode control for an engine with valves that may be deactivated |
| 7140355, | Mar 19 2004 | Ford Global Technologies, LLC | Valve control to reduce modal frequencies that may cause vibration |
| 7159568, | Nov 30 2005 | Ford Global Technologies, LLC | System and method for engine starting |
| 7174713, | Nov 28 2001 | Volkswagen AG; VOLKSWAGEN AKTIENGESELLSCHAFT | Method for determination of composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and correspondingly configured control system for an internal combustion engine |
| 7174879, | Feb 10 2006 | Ford Global Technologies, LLC | Vibration-based NVH control during idle operation of an automobile powertrain |
| 7200486, | Oct 15 2001 | Toyota Jidosha Kabushiki Kaisha | Apparatus for estimating quantity of intake air for internal combustion engine |
| 7203588, | Dec 26 2003 | MITSUBISHI HEAVY INDUSTRIES ENGINE & TURBOCHARGER, LTD | Control device for multi-cylinder internal combustion engine and signaling device capable of providing same with information |
| 7231907, | Dec 20 2004 | GM Global Technology Operations LLC | Variable incremental activation and deactivation of cylinders in a displacement on demand engine |
| 7278391, | Sep 11 2006 | GM Global Technology Operations LLC | Cylinder deactivation torque limit for noise, vibration, and harshness |
| 7292231, | Feb 21 2003 | E Ink Corporation | Writing device for color electronic paper |
| 7292931, | Jun 01 2005 | GM Global Technology Operations LLC | Model-based inlet air dynamics state characterization |
| 7319929, | Aug 24 2006 | GM Global Technology Operations LLC | Method for detecting steady-state and transient air flow conditions for cam-phased engines |
| 7363111, | Dec 30 2003 | The Boeing Company | Methods and systems for analyzing engine unbalance conditions |
| 7367318, | Oct 07 2004 | Toyota Jidosha Kabushiki Kaisha | Control system and control method of internal combustion engine |
| 7415345, | Dec 23 2004 | Robert Bosch GmbH | Method for operating an internal combustion engine |
| 7440838, | Nov 28 2006 | GM Global Technology Operations LLC | Torque based air per cylinder and volumetric efficiency determination |
| 7464676, | Jul 22 2005 | GM Global Technology Operations LLC | Air dynamic steady state and transient detection method for cam phaser movement |
| 7472014, | Aug 17 2007 | GM Global Technology Operations LLC | Fast active fuel management reactivation |
| 7497074, | Mar 05 2004 | Ford Global Technologies, LLC | Emission control device |
| 7499791, | Jul 23 2007 | Hyundai Motor Company; Kia Motors Corporation | Vibration reducing system at key-off and method thereof |
| 7503312, | May 07 2007 | Ford Global Technologies, LLC | Differential torque operation for internal combustion engine |
| 7509201, | Jan 26 2005 | GM Global Technology Operations LLC | Sensor feedback control for noise and vibration |
| 7555896, | Mar 19 2004 | Ford Global Technologies, LLC | Cylinder deactivation for an internal combustion engine |
| 7577511, | Jul 11 2008 | Tula Technology, Inc. | Internal combustion engine control for improved fuel efficiency |
| 7581531, | Jul 19 2006 | Robert Bosch GmbH | Method for operating an internal combustion engine |
| 7614384, | Nov 02 2007 | GM Global Technology Operations LLC | Engine torque control with desired state estimation |
| 7620188, | Jun 17 2003 | Panasonic Corporation | Cylinder responsive vibratory noise control apparatus |
| 7621262, | May 10 2007 | Ford Global Technologies, LLC | Hybrid thermal energy conversion for HCCI heated intake charge system |
| 7634349, | Jan 15 2005 | Audi AG | Process and device for protection of temperature-sensitive components in the intake area of an internal combustion engine with exhaust recirculation |
| 7685976, | Mar 24 2006 | GM Global Technology Operations LLC | Induction tuning using multiple intake valve lift events |
| 7785230, | May 18 2007 | Ford Global Technologies, LLC | Variable displacement engine powertrain fuel economy mode |
| 7836866, | May 20 2008 | HONDA MOTOR CO , LTD | Method for controlling cylinder deactivation |
| 7849835, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 7886715, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 7930087, | Aug 17 2006 | Ford Global Technologies, LLC | Vehicle braking control |
| 7946263, | Jan 09 2008 | Ford Global Technologies, LLC | Approach for adaptive control of cam profile switching for combustion mode transitions |
| 7954474, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8050841, | May 21 2008 | GM Global Technology Operations LLC | Security for engine torque input air-per-cylinder calculations |
| 8099224, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8108132, | Jan 04 2008 | GM Global Technology Operations LLC | Component vibration based cylinder deactivation control system and method |
| 8131445, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8131447, | Jul 11 2008 | Tula Technology, Inc.; Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8135410, | Jun 14 1999 | Malikie Innovations Limited | Method and apparatus for communicating with one of plural devices associated with a single telephone number during a disaster and disaster recovery |
| 8145410, | Apr 13 2005 | Ford Global Technologies, LLC | Variable displacement engine operation with NVH management |
| 8146565, | Jul 15 2008 | Ford Global Technologies, LLC | Reducing noise, vibration, and harshness in a variable displacement engine |
| 8272367, | May 18 2007 | HONDA MOTOR CO , LTD | Control system for internal combustion engine |
| 8347856, | Jul 15 2008 | Ford Global Technologies, LLC | Reducing noise, vibration, and harshness in a variable displacement engine |
| 8473179, | Jul 28 2010 | GM Global Technology Operations LLC | Increased fuel economy mode control systems and methods |
| 8616181, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8646430, | Aug 10 2007 | Yamaha Hatsudoki Kabushiki Kaisha | Small planing boat |
| 8646435, | Jul 11 2008 | Tula Technology, Inc | System and methods for stoichiometric compression ignition engine control |
| 8701628, | Jul 11 2008 | Tula Technology, Inc | Internal combustion engine control for improved fuel efficiency |
| 8706383, | Feb 15 2010 | GM Global Technology Operations LLC | Distributed fuel delivery system for alternative gaseous fuel applications |
| 8833058, | Apr 16 2012 | Ford Global Technologies, LLC | Variable valvetrain turbocharged engine |
| 8833345, | Oct 15 2010 | GM Global Technology Operations LLC | Engine control apparatus and a method for transitioning between an all cylinder operation mode and a deactivated cylinder operation mode of a multiple cylinder internal combustion engine |
| 8869773, | Dec 01 2010 | Tula Technology, Inc | Skip fire internal combustion engine control |
| 8979708, | Jan 07 2013 | GM Global Technology Operations LLC | Torque converter clutch slip control systems and methods based on active cylinder count |
| 9140622, | Sep 10 2012 | GM Global Technology Operations LLC | System and method for controlling a firing sequence of an engine to reduce vibration when cylinders of the engine are deactivated |
| 9222427, | Sep 10 2012 | GM Global Technology Operations LLC | Intake port pressure prediction for cylinder activation and deactivation control systems |
| 20010007964, | |||
| 20020038654, | |||
| 20020039950, | |||
| 20020156568, | |||
| 20020162540, | |||
| 20020189574, | |||
| 20030116130, | |||
| 20030123467, | |||
| 20030131820, | |||
| 20030172900, | |||
| 20040007211, | |||
| 20040034460, | |||
| 20040069290, | |||
| 20040122584, | |||
| 20040129249, | |||
| 20040206072, | |||
| 20040258251, | |||
| 20050016492, | |||
| 20050056250, | |||
| 20050098156, | |||
| 20050131618, | |||
| 20050197761, | |||
| 20050199220, | |||
| 20050204726, | |||
| 20050204727, | |||
| 20050205028, | |||
| 20050205045, | |||
| 20050205060, | |||
| 20050205063, | |||
| 20050205069, | |||
| 20050205074, | |||
| 20050235743, | |||
| 20060107919, | |||
| 20060112918, | |||
| 20060130814, | |||
| 20060178802, | |||
| 20070012040, | |||
| 20070042861, | |||
| 20070051351, | |||
| 20070100534, | |||
| 20070101969, | |||
| 20070107692, | |||
| 20070131169, | |||
| 20070131196, | |||
| 20070135988, | |||
| 20070235005, | |||
| 20080000149, | |||
| 20080041327, | |||
| 20080066699, | |||
| 20080098969, | |||
| 20080109151, | |||
| 20080121211, | |||
| 20080154468, | |||
| 20080254926, | |||
| 20080262698, | |||
| 20080288146, | |||
| 20090007877, | |||
| 20090013667, | |||
| 20090013668, | |||
| 20090013669, | |||
| 20090013969, | |||
| 20090018746, | |||
| 20090030594, | |||
| 20090042458, | |||
| 20090042463, | |||
| 20090118914, | |||
| 20090118968, | |||
| 20090118975, | |||
| 20090118986, | |||
| 20090177371, | |||
| 20090204312, | |||
| 20090241872, | |||
| 20090248277, | |||
| 20090248278, | |||
| 20090292435, | |||
| 20100006065, | |||
| 20100010724, | |||
| 20100012072, | |||
| 20100030447, | |||
| 20100036571, | |||
| 20100042308, | |||
| 20100050993, | |||
| 20100059004, | |||
| 20100100299, | |||
| 20100107630, | |||
| 20100211299, | |||
| 20100222989, | |||
| 20100282202, | |||
| 20100318275, | |||
| 20110005496, | |||
| 20110030657, | |||
| 20110048372, | |||
| 20110088661, | |||
| 20110094475, | |||
| 20110107986, | |||
| 20110118955, | |||
| 20110144883, | |||
| 20110178693, | |||
| 20110208405, | |||
| 20110213526, | |||
| 20110213540, | |||
| 20110213541, | |||
| 20110251773, | |||
| 20110264342, | |||
| 20110265454, | |||
| 20110265771, | |||
| 20110295483, | |||
| 20110313643, | |||
| 20120029787, | |||
| 20120055444, | |||
| 20120103312, | |||
| 20120109495, | |||
| 20120116647, | |||
| 20120143471, | |||
| 20120180759, | |||
| 20120221217, | |||
| 20120285161, | |||
| 20130092127, | |||
| 20130092128, | |||
| 20130184949, | |||
| 20130289853, | |||
| 20140041625, | |||
| 20140041641, | |||
| 20140053802, | |||
| 20140053803, | |||
| 20140053804, | |||
| 20140053805, | |||
| 20140069178, | |||
| 20140069374, | |||
| 20140069375, | |||
| 20140069376, | |||
| 20140069377, | |||
| 20140069378, | |||
| 20140069379, | |||
| 20140069381, | |||
| 20140090623, | |||
| 20140090624, | |||
| 20140102411, | |||
| 20140190448, | |||
| 20140190449, | |||
| 20140194247, | |||
| 20140207359, | |||
| 20150240671, | |||
| 20150260112, | |||
| 20150260117, | |||
| 20150361907, | |||
| CN101220780, | |||
| CN101353992, | |||
| CN101476507, | |||
| CN101586504, | |||
| CN102454493, | |||
| CN1573916, | |||
| CN1888407, | |||
| EP1489595, | |||
| JP2010223019, | |||
| JP2011149352, |
| Executed on | Assignor | Assignee | Conveyance | Frame | Reel | Doc |
| May 12 2014 | LI, JINBIAO | GM Global Technology Operations LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 033311 | /0240 | |
| May 27 2014 | LIU, HAIFENG | GM Global Technology Operations LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 033311 | /0240 | |
| Jun 10 2014 | GM Global Technology Operations LLC | (assignment on the face of the patent) | / | |||
| Mar 15 2017 | CARLSON, STEVEN E | Tula Technology, Inc | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 042643 | /0571 | |
| Mar 15 2017 | SERRANO, LOUIS J | Tula Technology, Inc | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 042643 | /0571 | |
| Mar 15 2017 | CHIEN, LI-CHUN | Tula Technology, Inc | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 042643 | /0571 |
| Date | Maintenance Fee Events |
| Feb 27 2020 | M1551: Payment of Maintenance Fee, 4th Year, Large Entity. |
| Feb 21 2024 | M1552: Payment of Maintenance Fee, 8th Year, Large Entity. |
| Date | Maintenance Schedule |
| Sep 13 2019 | 4 years fee payment window open |
| Mar 13 2020 | 6 months grace period start (w surcharge) |
| Sep 13 2020 | patent expiry (for year 4) |
| Sep 13 2022 | 2 years to revive unintentionally abandoned end. (for year 4) |
| Sep 13 2023 | 8 years fee payment window open |
| Mar 13 2024 | 6 months grace period start (w surcharge) |
| Sep 13 2024 | patent expiry (for year 8) |
| Sep 13 2026 | 2 years to revive unintentionally abandoned end. (for year 8) |
| Sep 13 2027 | 12 years fee payment window open |
| Mar 13 2028 | 6 months grace period start (w surcharge) |
| Sep 13 2028 | patent expiry (for year 12) |
| Sep 13 2030 | 2 years to revive unintentionally abandoned end. (for year 12) |